Control system.



A. J. HALL.

CONTROL SYSTEM.

APPLICATION FILED JAN- 5 1915.

Patented Mar. 26, 1918.

INVENTOR Arf/rur J. Ha/l.

4 SHEETS-SHEET l.

S E S S E N n ATTORNEY A. I. HALL.

CONTROL SYSTEM.

APPLICATION FILED JAN. 5. 1 915.

' 1,260,666. I Patented Mar. 26; 1918.

4 SHEETS-SHEET 2.

I on-I INVENTOR ArfhurJ. Hall ATTORNEY A. J. HALL.

CONTROL SYSTEM.

APPLICATION men JAN- 5. ms.

ma w 6 T0 m E 2H 0 V. TTI.

M m ,A

Mm w A. J. HALL.

CONTROL SYSTEM.

APPLICATION FILED JAN. 5. m5.

1,260,666. Patented Mar. 26, 1918.

4 SHEETS-SHEET 4.

INVENTUR Arf/wrJ Ho/l W i; ATTORNEY IGNOR TO WESTINGHOUSE OBAIG1'\T 3F EENNSYLVANIA.

CONTROL SYSTEM.

Specification of Letters Patent.

Estented Mar. 26, 1918.

To all whom it may ("012001 211 Be it known that L in subject of the I a resident of. W

iillegbeny and. F" i invented a new and UFiQfifl:

astems 0t whim Control 5*} in my come; cung agphemii 0/30 ii 5 control Syria-in 1&4 consideintion L the system i 7 2i speeifimtion. notoi' circuit My inve'ition rrbitea of driving notozs :ie for dynamoeieeti'iC m: lily. thereby special 1, i ei'enzr/ to 211i of the metoi the opei'eti the [01's the" pelding applie 21 ii i o by me mibe? 17 other e100 i M15 11' ipe lee =O1ih :1 EDUIJQL wit i One of the objects 0 e nbii'e mentioned type by provide a: multiple cit the trnneitions; in motoirtbe op efi' e-(iteii saneces- 3d (he open or (1 :ijys the the notoy-spc (t w'iaih-oiier in i betfifeen adjacent operating; 'ime to enable the (Univ to be 01111 Lover. ion F. pro- 7 be control systems of he i'mide means for aces heieinbefoixe enumer- (be di'i'iieultie, .e ontmi w, 4. i some \i be. t

governing tiOllS nay e tors; oi :m eleetik 1121; units that :21 an electric com tor-oriien tvuexe.

ing motors oi one u iositioiis 2. s11" for difieru V such manner that ab-e 'ireuit c ATHCi'iOflS oi =1.- ei'sii 1221i units or (iii (successively. \v1'iei*eb eff :a-t acts upon the v in the period ot m A etili fuitbei 0b,; to provide a system tvne which not e successive tizizis'noim of driving ll'lOtOl-E but i t SHCCQSSiYQ t merely be pei'l'i'iitted be i t s;

is; 2 inoi'e s ps Lie ob to provide (L .7 re'i' ei'rea'i to wbi iuteiie it: i 1e device nd function obje l lying (he \iingzfi in RiQQ GiGFfliiOEL o3? compi'ising two hal 1 l of which my invention is aiap is El diagrammatic View of saysta-ol embodying my ijmen ma n circuit #onnections and up ieeoi'noh'e half units being L a diagrammatic View 0 (be comn-cicenit connections and me colizir-atus a portion of my s '*s1'o1n of 7 (bet is adapted to govern the mere.- one of the locomotive be it u the control zapymratus that is actually 1th and actuated by cert- Lin of isition of oi, FUQPHL'HJEUS being Sh )\fl' sl, WhiiQ of one set of 11 the c we! circuits thereof are i'iinitted foichange over of the othea "be sake of clem'ness; Flg. is a View, snml 12 to Fig. 3, showing a portion of the mainmoi'eover, to prevent the CHCUH' connections and main control appaseconci setof motors until the 'atus of that part of the system that associated with, and adapted to govern, the operation of the second locomotive half unit, certain of the auxiliary interlock switches being shown; Figs. 5, 6 and 7 are simplified diagrammatic views showing the arrange ment of main motor-circuit connections of the driving motors of one of the locomotive halt units for three diff nt speed combinations or ranges of operati g speeds, and Fig. 8 is a diagrammatic view of the complete auxiliary control -circuit connections and control apparatus that are employed in governing the operation of the locomotive as a whole, as shown in Fig. For the sake of simplicity, the various interlock switches and energizing coils are distributed throughout the diagram i'vithoutrelation to the main control devices with which they are actually associated and by which tieir actuation is eifected.

The main circuit connections and control apparatus of th* two locomotive halt units are identical, shown in and, in general, the auxiliar, interlock switches and other control acce series and connections are similar, except that certain interlock switches, which function only to govern the automatic transition the motor-circuit connections 0; .ie I'QSPGC LlYO locomotive halt units are employed. These distinctions will be hereinait'ter pointed out with particu larity.

inasmuch as my present invention pertains only indirectly to the general arrangement of apparatus, circuit connections and mode oi ope tion of the "cm, a complete description thereof will not be on, especially since it is clea 'ly set forth in my co pending application, Serial No. 860,607, hercinbeforc .reterred to. l shall, therefore, describe the general operation of the stem only briefly ane shall pay pa ticular attention to that portion of the sy in which controls, and efjects the succes ive transitions in, motor circuit connections ot the driving motors of the respe-tive locomotive units.

Referring to the drawings, the system shown is adapted for the control of a pinrality of locomotive halt units 1 and 2 that constitute a sin le locomotive and respectively provided with 'JOlI llRbE induction driving motors and and M3 and M 1. Obviously, the arrangement oi motors with respect to the vehicle is relatively unimportant and my invention is equally applicable to a single loconotive halt unit having a plurality of motor-driven trucks.

The system comprisesa plurality of supply-circuit conductors 5, 6 and '7 which adapted to deliver polyphase alternatingcurrent energy to the driving motors M1 V 1. ha i M2, and M3 and M l; a plurality of line swtiches A1, B1, C1 and A2, l2, (l2 and :13, B3, C3 and Al, Bi and C41: for re spectivcly connecting the supply conductors 5, c and 7 to the motors E11, M2, M3 and list; a plurality oi? pole cl1ange-over switches PCOl and PCOQ for arranging the winding connections of the motors M1 and M2 for diiierent numbers of poles; a cascade. switch CS1 for connecting the motors M1 and M2 either in cascade relation or in parallel relation; a plurality of pole change-over switches and PCOl for connecting the windings of the motors M3 and Ml for different numbers of poles; a cascade switch CS2 for or anging the motors M3 and Mt for cascade or for parallel operation; a plurality of liquid rheostats LE1, LE2, LE3 and liQo-ii: that are respectively adapted to be connected in the secondary circuits of the motors M1, M2, M8 and Me for governing the acceleration and regeneration thereof; a plurality of elcctropneumatic operating mechanisms OMl and 0M2 for respectively actuating the pairs of liquid rheostats LE1 and LE2, and LE3 and Lit; a plurality of electrically operated switches X1, Y1 and X2, .372 and X Y3 and X1 and i l for respectively establishing shortcircuit connections for the several rheostats LE1, LE2, LE3 and LEA, and an electro-responsive relay marked Limit associated with one of the motor circuits 01 the locomotive halitunit 1 for automatically governing the transition of motorcircuit connections between the different ran es or operating speeds.

The pole change-over switches PCOl and PCOQ, the cascade switch CS1, the liquid rheostats LE1 and LE2, and the operatingmec ianism 0M1, together with their auxiliary control apparatus and circuit connections, constitute means for governing the operation of the motors M1 and M2 "that are associated with the locomotive half unit 1, while similar devices PCQB, PC0 1 CS2, L133, and 0M2 perform like functions in connection with the control of the driving motors M3 and Met of the second locomotive halt unit 2.

The motors M1, M2, M3 and. ll'l l are preferably of the wound rotor polyphase induction type. having primary windings P1, P2, P3 and P L and secondary windings @1, S2, and St, respectively. Initially, the windings are connected in delta relation and are adapted for a particular number of poles, for instance, eight poles, while said windings may be reconnected in such manner as to have the number of poles and thus produce machines of the four-polo type. No description of the means for adapting the motors for different numbers of poles will be given, inasmuch as such means and a nd operating stationary and movaol: interlock switch members that 2 c .d for cooperatii 'e engagement oi i' tion-indicating lines 8? and 4?. i the pole change-over switches P001 and PCS" occupy their 8P positions the wiiidi es the motors M1 and M2 2' '0 arranged to eight poles, while, in the posii change-over switches acapt he motor tings or four poles. change-oi switches PCS and PCOQ are prov ded 1' electromagnetic actuating devi cs 15 means of which said switches are caused to occupy the one or the other of their operative positions.

The cascade switch CS1 is similar in com struction and operation to the poie changeover switches and comprises group 5 cooperating main statioua y and mo contact members and a group 4-?) of c eating relatively movable interlock si members. The ascade sivit h C -c adapted to co rap two positions Oi; am in \VfllCll its main contact mean-hey a cascade arrangemen and M2 or co neot ti i ais SW'lQCll is also prov electromagnetic operating dcv' i E.

The pole change-over switches 1'6 PCOl, and the cascade switch CF12 are as ociated with the :OCOl'liOil'Vi? ha,

spending switches em) motive hal"? lar manner.

By change-over the sev ral and E13 in cascade relaticn with e;'

shown in Fig. second in with eigl t poles, as shown i* thirch in r iallel relation, w' as shown in Fig. 7, whereby aijlapted tor differs it range speeds, for instance :trom miles per hour, from L per hour ano from fourte u miles per hour.

The several groups 2") of ai Xilizi loci-z switches tl at are associate; respective pole change-over switche; PO02, PCCB and PCP! 1 of auxiliav interlock s ciated wish the CS2 embody one set (i i that are employed in the le ilar of the system for the purpose of-insu--'- on, and, since these le ial bearing upon my except as thov perrorm ions in an o 'ierative no do" il irence will be made the- "ihe second act oi? interlock switches, l the operation oi my 1 determine and prescri so cilitato the description oi transitions, attention s with u 1031 is provided and cascade sw ii i: switches ill r id 11") with inter c witch PCOZE l lllli) ill] v i 1V. 1 ZlfiQllClltlOu as embod mg our alves 81 that are adapted to he ind closed through the not :uinatie devices 86 which are so- COllllG-llkld by means oi? electronic"- ally operate-d outlet valves (i 0V3 and C v l. The sevsial liquid 1 stats are proiided also with nu vabl tubula regulating valves 82 that are EH11 be i sod and lowered in position purpose f fixing the height of the electrolyte whi h is continueusl; supplied th. The dating valves 82 are i connectec o cross arms 91 whicl ited by die electro- 'meuinatic "\fiil or SEE. A

Each the operating mechanisms ipl'ed to for i he and Jill? embodies operating Cfl'lliltii and 96 which contain movahlc i that are mechanically ed 92 to which the mm is secured. The upper e" 95 is provided with an mall} operated valve tiii -l" 1; the admission and release '1 I in i .c ,1 7. O1 \11! no thud to ind iii-o e the cylinder.-

lhe lowend of cylinder 96 is u'ovided with an electromagnetically controlled valve Since the construction of the opeaitiugr i the fact that the pole change I itc mechanism forms no material 7 presentinvention OXCQDt as it necessary functions in not on des r11 connecth switches t The relay marked iiimit comprises a movable magn tizable core 105 and a series 106 that is connected in series-circuit ondary circuits of the motor M9 and is, therctor traversed by the motor current. lhe relay Limit also comprises a plurality of mo able switch members a, (3 0 and (Z that are respectively adapted to be raised out of engagement *ith their stationary contact terminals when the Limit is energized a predetermined amount. Although the coil 1% of the Limit is shown as associated with the secondary circuit of the motor hi2, it should be understood that it is not necessarily restricted to such a location and may be electrically associated with any primary or secondary motor circuit of the locomotive halt unit 1.

rence may now be had to 8 in which the auxiliary control apparatus and circuit connections are shown for governing the multiple-unit operation of the two locomotive half units 1 and 2.

Among the apparatus shown, is a master controller lllC comprising two parts, a speed drum SD and an acceleration drum AD the speed drum comprising a plurality 0; stationary contact terminals LS B, B+, LS+, AB[, 7, i l and 28 which are adapted to cooperatively enga e a plurality of movable conducting segments 110 111 and 112 upon he position-indicating lines 'l M- and 28 which represent the operative positions of the speed drum in which the connections of the motors oithe several locomotive hall units 1 and 2 or arranged for different speed combinations or ranges of operating speeds.

The acceleration drum All comprises stationary contact terminals B i AB+,

@n and Gil which cooperate with a movable conducting segment 115 and effect engagcment therewith along the position-indicating lines Lowerf Hold and liaise.

In order to provide for multiple unit oporation, a plurality of train-line conductors are employed, namely; 8+ B-, LS,

LS+, 7 14 28 On and Oilthese trainlin' conductors being electrically connected stationary contact terminals of the naster controller MC bearing the corresponding reference characters.

The acceleration. drum AD is adapted to control the operation or" the several electropneumatically operating mechanisms 6M1 and OMQ, whereby the several regulating valves 8:2 of the rheostats Lltl, LE2, LE3 and ill-id are simultaneously raised or lowcred in position to efiect concurrent changes in the levels of the electrolyte in the rheostats and corresponding changes in the acceleration of the several driving motors l l '2, and

tion, brief exposition of the system will now be given, particular attention being given to the novel features of the system which provide for successive automatic transitions in the motor-circuit connections between the several speed combinations.

Assuming the apparatus and circuit connections to be as shown in the drawings the speed drum SD is first moved into its position 7, while the acceleration drum AD is moved to its lower position, whereby energy is supplied to the train line conductor 7, and therefore, the several outlet valves 6V2 and Oils of the respective operating mechanisms Oil l1 and 0M2 are concurrently energized to effect the simultaneous closure of their associated discharge valves 81, provided that the several pole change-over switches and cascade switches occupy their proper positions for establishing the first set of motor connections, as shown in 5.

The control circuit conductor 7 of the second locomotive halt unit 2 is connected to the train line conductor 7 through the interlock switch 120A3out, but other than t iis distinctioin the circuit connections and operation of the system with respect to locomotive unit 2 are identical to those of the locomotive 1, as fully set forth in my first mentioned copending application.

Subsequent to the closure of the discharge valves 81 of the several rheostats LE2 and the several sets of line switches A1, B, Cl and A3, B3 and C3 are closed to connect the motors M1 and to the supply-circuit conductors 5, 6 and 7.

llhen the line switch A3 is closed, aholding circuit is established from contact member LS"+ oi the speed drum SD which includes interlock switches 2l-PCOl8P, dl-CS1 on, 25PCO3SP, l5-CSL- on, and 120A3in, whence the control circuit conductor 7 is directly supplied with energy from a source independent of the train-line conductor 7 The acceleration drum ill) may then be ithout attempting a complete descripmoved to its raise position, in which the off and on magnet valves of the several mechanisms 0M1 and 0M2 are energized to cause said devices to raise their as sociated regulating valves 82 into position for effecting the concurrent acceleration of all the driving motors M1, M2, M3 and Me.

When the operating mechanisms ()Ml and 0M2 have reached their upper limits of travel, the several sets of short-circuit switches X2, Y2 and X4, Y4: are closed.

In order to increase the speed of motor operation, it is necessary to rearrange the motor connections or to effect transition of connections to establish a new arrangement of motors that is adapted to permit of an increased range of operating speeds, To accomplishthis end, acceleration drum AD is moved to its hold position and the speed drum SD is moved to its bosition 1a. In so doing, the conducting segment 112 becomes disengaged from contact terminal -7 and, hence, the train-line conductor 7, is deenergized, whereby the outlet valve 0V2 of the rheostat LE2 and its oil? and on magnet valves of the operating devices 0M1 are deenergized to cause the discharge valve 81 to be opened and the regulating valve 82 of the rheostat LE2 to be lowered to effect a rapid discharge of electrolyte from said rheostat.

It is manifest that similar deenergizations of the magnet valves associated with the apparatus upon the locomotive half unit 2 are not effected, inasmuch as the interlock switch 120A3-in maintains the holding circuit hereinbefore recited, which is independent of the train-line conductor 7,.

V'Vhen the regulating valve 82 of the rheostat LE2 reaches at its lowermost position, line switches A1, B1 and C1 are opened, after which the cascade switch CS1 is actuated into its off position by reason of the cooperative engagement of contact terminals 14 with the conducting segment 112 of the speed drum SD which energizes train-line conductor l i, and the operating device 15 of said cascade switch.

Subsequently, the outlet valves 0V1 and 0V2 are energized to eiiect the closure of the discharge valves 81 of the rheostats LE1 and LE2. The line switches A1, B1, C1 and A2, B2 and C2 are also closed, and the operating mechanism 0M1 is operated to raise the level of the electrolyte within the rheostats LRl and LE2 to establish their respective fluslrlevels, whereby the motors M1 and M2 are again started into operation and assume a portion of the load.

In the manner described, the load is removed from the motors M1 and M2, the transition of motor-circuit connections of said motors is effected, and said motors are again accelerated to pick upthe load. In

so doing, the Limit is energized as soon as the motors hill and M2 again take up the load'and serves to disengage its several switch members a, Z), c and (Z from their cooperating terminals when the motor current reaches a predetermined value for which the Limit is adjusted. The function of the Limit will now he set forth.

During the transition of motor-circuit connections of the motors M1 and M2 which is efl ected by the actuation of the cascade switch CS1 into its ofi position, its interlock switch 41CS1-oi1 is opened, and, but for the engagement of the switch member 0 of the Limit with its cotiperating stationary terminals, said interlock switch would eii'ect the interruption of the holding circuit for the conductor of the second locomot've unit 2. However, inasmuch as the actuation of the cascade switch CS1 takes place after the line switches A1, B1 and C1 are opened, no current traverses the energizing coil 106 of the Limit, and, therefore, the engagement of its switch member C *ith its cooperating terminals is main. tained. Thus, a shunt circuit across the interlock switch i 1CS1on is established by switch member C which prevents the interruption oi the holding circuit referred to.

However, subsequent to the transition of the motors M1 and M2 and the resump tion of load by said motors, the Limit again becomes energized and, when the current exceeds a predetermined amount for which it is set, said Limit effects the disengagement of its respective cooperating switch members. hus, the switch member C is raised to interrupt the holding circuit for the conductor 7 of the second locomotive unit 2, whereupon the control apparatus of said unit is caused to be tuated in a manner similar to the corresponding control devices of locomotive unit 1. Therefore, the outlet valve OV-i and the oil' and on magnet valves of the operating mechanism 6M2 are de't nergized, thereby causing actuation of the discharge valve 81 and the regulating valve 82 of the rheostat Lite to permit of the discharge of electrolyte from the rheostat.

is soon as the regulating ralre 82 ot the rheostat Lite reaches its lowest position, the line switches A3, and C3 are opened. is the line switch drops into its out position, a circuit is established trom contact terminal 1t of the speed dram SD, which includes train-line condl ctor 1i, and interlock switch 121 133-011 whence the control-circuit conductor 1%, ot the locomotive unit is energized. Thereupon, the cascade switch CS2 is actuated to its oil? pos tion, and, subsequently, the outlet val es 0V3 and 0V4 are energized. and cause to effect the closure of the discharge valves 81 ot' the rheostats LE3 and Lit 1 The line switches A3, B3, C3 and A l, B-fl and G l are then energizer and closed. Having closed the line switches, the iniiowing electrolyte, rising to establish flush levels in the rhcostats and LE4, causes the motors M3 and Mel to be again accelerated and to take up a portion of the load.

The closure of the line switch 133 establishes a holding circuit for the control circuit conductor 1%, ot the second locomotive halt unit 2 from contact terminal LS+ which includes interlock switches l TPCO18P, l2-CSloll, 26, PCO38P, =l6'CS2-oil and l2li33in.

it is evident, therefore, that, by reason of the action or the Limit, the transition of motor-circuit connection of the motors M3 and hi l-l is not only delayed until the speedchanging switches of the locomotive half unit 1 have been actuated, but the changeover of circuit connections of the motors of the locomotive halt unit 2 prevented until the transition of the motors all and M2 have been accomplished and, moreover, until said. motors are again acting upon the load. in this manner, a continuous driving effort is maintained upon the locomotive during the periods of transition in motorcircuit connections.

lVhile the use or a current limit relay, such as described, insures the operation set forth, it is probable that the discharge of electrolyte from the rheostats of the first locomotive halt unit will provide a sul'i icient time interval to delay the transition of the motors M3 and M4 and to permit the reconnected motors M1 and M2 to again assume the load before tle motors M3 and ill M are changed over.

The speed of operation of the driving motors may be increased by suitable manipulation of the accelerating drum AD, whereby the several operating mechanisms 6M1 and M2 are caused to effect the elimination of lQolSllflIlCG -from the motor secondary circuits by reason of the concurrent filling of the several rheostats L111, LE2, LE3 and Lil i, after which the short-circuit switel es are closed.

Further increases in speed may be effected only first changing the motor-circuit connections to those shown in Fig. 7, whereby the system is arranged for the last range of operating speed.

This operation is effected by first moving the controller AD to its hold position and then moving the controller SD into its position 28, whereby the conducting segment 112 becomes disengaged from the contact terminal 14; which effects the deenergization of the outlet valves 0V1 and 0V2 and the oil and on magnet valves or" the operating mechanism 0M1. The discharge valves 81 oil the rheostats LE1 and LE2 are thus raised, and the regulating valves thereof are lowered to their initial positions, whereby a rapid discharge of electrolyt from the liquid rheostats is permitted.

As soon as the operating mechanism 0M1 reaches its lowest position, the line switches r ll, B1, C1 and i i-.2, B2 and C2 are opened, and, since the speed drum SD then occupies its position and the contact terminal 28 and train line conductor 28 are energiZe-d, energy supplied to the electro-mag netic operating devices 15 of the pole change-over switches P'COl and PCO2 and said itches are, therefore, actuated into their positions. Immediately following this operation, the outlet valves 0V1 and (R 2 are again energized, and the closure the discharge valves 81. ot the rheostats ii and L152 and the closure of the line witches iii, Bl, and A2, B2 and C2 are uccessively e'llected. The operating mechi.ism ()lvil then raises the regulating valves i oil the associated rheostats to their flushlevel positions, whereby the electrolyte is is to a corresponding level and the moand are again started into operation to act upon the load.

By reason ot the holding circuit which has been recited for supplying energy to the control-eireuit conductor l lof the second locomotive hall unit 2, no changes of the controlrcuit connections of the motors Bil-FT and iii-a are effected during the transition of the motors M1 and M2 of the first l; urt 1 from the second to the third speed combination.

jhe movement of the pole change-over PCOl and P692 into their LP positions causes tlr interlock switch 2lPC@l--8P to be operated, but, inasmuch as the motors M1 and M2 are, at this time, disconnected from the supply-circuit conductors 5, 6 and Y, no current traverses the Limit and, therefore, the switch member thereol engages its cooperative stationary terminals and maintains the holding circuit complete.

However, when the transition of motors M1 and M2 has been effected and a predeterm in ed motor current transverscs the Limit, aid device ra sed to interrupt the holding circuit. Thus, the control circuit conductor latof the second half unit 2 is deenergized, whereupon the control ap 'iaratus of said unit is actuated in a manner similar to that of the corresponding control devices of the locomotive unit 1, as has just been. described.

fhe outlet valves "Oi 3 and OVl and the oil and on magnet valves are deonen gized, whereupon the discharge valves 81 and regulating valves 82 of the rheostats LE3 and Lil i are actuated to permit the discharge of electrolyte therefrom. The line heir circu't c011- iige of opereti the enism H2 tire the opennecti terloc and.

position switches A3, B3, C3 and A i, B4: and Get are openecl when the operating mcch reaches its lowest tore the iii?) t During inue hour, nev 90 note is e c/rs urine 1 rang of itil the on upon operzit' he the eccelcratio (l has been I'GdllCQil w restricte .25 thereof nit' t to the 11 her llml'rntell and set 100 upon 10 0 a wee m L v rev roti" inemb @flimd n re; h: mor

resume their act her Z) 01:

ei'ilirt lei ith the switch 111cm f e rheeetets.

thee nergizecl eir flush 1 ope. chcs a tie line fer interloc ('11 r o1 bllQ secstehhsh minel LtY-k.

circuit he elier ecti a Y the t ilcl i to the operation 0 bl'Ul moti 1 a'e e.

115; Valve to effect the closure 0 raise 1111 the hegi by holclii to circuitconcluc 0nd locemotive half unit "2 15 Aduct loco f t c opereti the outlet 1 ate g eir cu ntil tl gee over and etermmenl tea.

ies energy to tl chair PCO lare th 31 quagneti nisn he regul '11 c= th lied 1r 111d on con tact 1e pole s by reason 0 electro b I elves 81 of th lhe off 1 meche t poei liner, the in become active sition 0 he chan ed, as

unit. It will be understood that, as

n +1 1on1 Lee drum from the train line co pl 28 of the second tion thereafte ere ener 'lzecl chare'e crating and stats LE3 and Llvl are level several sets oi this ma tree uecmnp are the lo the switch C3 is closed,

the control e ertion rile

L e speed of even:

siiitih covered by the aple lhenlp '11 AD, as will the acceleration stood. this teacla im'entior (it is particularly of control memw mitomatietc-r conity 0 e othe cci r-ot the com ot' epereti i et c .(l 1

.lTlD g or a vehicle or th motors of the (h as generut ms spcee of and circuit connections esrun-mien ct operas o retard the loco c T eertlcul i i1. 3L2 MB and ptecl motors lv me tran- 1 it is desired ina- remaining morol, the comb nery'y, a plurality of lectecl thereto, and means 130 a System OI con ing motors co nis operontinue the OPQIEVUOII of clmv retiv ch the SP0 'aer whi t5 second posit Rti m. serves to disc i poeiticm er moved a tins for arranging the connections or said motors for different ranges of operating speeds, of automatic means for delaying the transition of motor-circuit connections of certain 1nc tors with respect to the transition of connections of the other motors whereby a portion of the motors carry the load during the transition from one speed eonnecdon to another.

i. in a control system, the combination with a source f nergy, two sets of polyphase induction motors adapted to drive a common load and receiving energy from said I a d s'-.vitcl1ing means i'or arranging the i'aotors of each set for dil'lerent ranges of operating speeds, oi means for necessitating successive transitions in the motor connecor the several sets of motors.

in a control system, the combination with a source of energy, two sets of polyphase induction motors adapted to drive a common load and receiving energy from said source, and switching means for arrangig the meters of each set for easeace and parallel operation, whereby diliicrent ranges of operating speeds are obtained, of means for automatically delaying the transition of connections or one set oi driving motors with respect to the other, whereby the load is carried by a portion of the driving motors during the transitions.

6. In a control system, the combination with a source of energy, two sets of polyphase induction motors adapted to drive a common load and receiving energy from said source, means for changing the motor con nections of each set to effectdifferent ranges of operating speeds, and means for governing the acceleration of the motors for each speed range, of means for automatically causing the connections of one set of motors to be changed prior to those of the other set, whereby a continuous oriving effort upon the load is maintained.

7. in system of control, the combination with a source of energy, two sets of polyphase induction motors adapted to drive a common load and receiving energy from said source, of means for connecting each set i motors for cascade operation with one number of poles, for parallel operation with the same number of poles and for parallel operation With a difiercnt number of poles, and means for necessitating the transition of motor connections or one set of motors prior to the transition oi motor connections of the other set of motors, whereby continuous driving efi'ort is applied to the load.

8. In a system of control, the combination with source of energy, two sets of polyphase induction motors adapted to drive a common load and receiving energy from said source, and switching devices for arranging the motor connections of each set of motors for several speeds of operation,

Ior e .ransition, rcuit connections, and auviliary means associated with said controllable means tor delaying the opcr tion or a portion of said devices whereby the transitions of otor-circuit conncc ns the respeccted icecssivcly. control, the combinaor source of energy, two sets of a common receiving energy from said source, and means for arranging the connections of each set of motors for several speeds of operation, of el ctrical means for con rolling the oper tion of said speedchangmg means and set of motors until the transition of connections of the other of motors is accomplished.

10. In a system oil control tor an electric vehicle iaving a oair of driving units, the combination With a plurality of motors tor each unit, and means for arranging the mo tor connections for several operating speeds, oi? means for necessitating successive transitions of the meters of the several driving i]. In a system of control for an electric vehicle having a pair of driving units, the combination with a pair of polyphase driving motors for each unit, and means for changing the number of pol-es of said motors to obtain a plurality or? ranges of operating speeds, of means for causing said poleehanging means to effect the change-over 0 motor connections of the respective uni and means for insuring successive transitions of motor connections of the several driving units.

12. in a system of control for an electric vehicle having a pair of driving units. the combination with a. piiu'ality of driving motors for each unit, separate means associated with each set of motors for changing the motor connections for dilierent ranges ot operating speeds, and separate means motors for governing the acceleration thereof for each 13 speed, of remote-control means for concurrent operations of both of said acceleration-governing means and for automatically effecting successive operations ot both of said speed-changing means.

In a control system, the combination with a source or" energy, a plurality 01" sets of driving motors adapted to act upon a common load, and switching devices for arranging the circuit connections or the motors of each set for adapting said motors for different ranges of operating speeds, or" remote-control electrical means for govern-- ing the actuation of said respective switching devices, whereby the transitions of connections are effected, and interlocking means associated with certain of said switching devices for delaying the actuation of other switching devices until the first switching devices have been actuated.

14:. In a control system for electric vehicles, the combination with a source of energy, a plurality of sets of driving motors for acting upon a common load, separate line switches for connecting said sets of motors to said source, and a plurality of switching devices associated with each set or motors for arranging the motor-circuit connections for different ranges of operating speed, of electrical means for remotely controlling the operation of said line switches and said switching devices whereby the transitions in motor circuit connections are effected, and auxiliary interlocking means associated with the line switches of one set of motors and the switching devices of the other set of motors for precluding the transition of mo tor-circuit connections of one set of motors until the transition of the other set of motors is efiected.

15. In a control system for electric vehicles, the combination with a source of energy, a plurality of sets of driving motors for acting upon a common load, separate line switches for connecting said sets of motors to said source, and separate speed-changing switch s for arranging the motor-circuit connections or" each set of motors for different ranges of operating speed, of remotecontrol electrical means embodying a master controller for efi'ecting concurrent actuations of said switching devices during the transitions of motor-circuit connections, and automatic means associated with the switching devices of one set of motors and the line switches of the other set of motors for delaying the actuation of said last set of switching devices until after the actuation of the first set of switching devices.

16. In a control system for electric vehicles, the combination with a source of en ergy, a plurality of sets of driving motors for acting upon a common load, separate line switches for connecting said sets of motors to said source, a plurality of switching devices associated with each set of motors for arranging the motor-circuit connections for different ranges of operating speed, and a plurality of rheostatic devices for governing the acceleration of each set of motors, of remote-control means for concurrently controlling the operation of said rheostatic devices, other remote-control means for governing the actuation of said switching devices to effect the motor-circuit transitions, means for necessitating a successive transinon of the motor-circuit connections of the sever 1 sets of driving motors, and means tor precluding the transition or the second set of motors until the transition of the first set of motors has been effected and predetermined motor circuit conditions established.

17. In a control system for electric vehicles, the combination with source of energy, a plurality o1 sets or driving motors for acting upon a common load, separate line switches for connecting said sets of motors to said source, a plurality of switching devices associated with each set of motors for arranging the motor-circuit connections thereof for different ranges ot operating speed, and a plurality of rheostatic devices for governing the acceleration of each set of motors, of remote-control means for concurrently controlling the operation of said rheostatic devices, other remote-control means for governing the actuation of said switching devices to efiect the motor-circuit transitions, and means for preventing the actuation oi the switching devices of the second set of motors curing the transition 01' motor-circuit connections until the switching devices of the first set of motors have been actuated and predetermined motor-cir euit conditions established.

18. In a control system for eicctric vehicles, the combination with a source of energy, a plurality of sets of driving motors for acting upon a common load, separate line switches for connecting said sets of motors to said source, a plurality of switching de vices associated with each setot motors for arranging the motor-circuit connections for different ranges of operating speed, and a plurality of rheostatic devices for governing the acceleration of each set oi motors, of remote-control means for concurrently controlling the operation ott said rheostatic devices, other remote-control means for governing the actuation of said switching devices to efiect the motor-circuit transitions, auxiliary interlocking means associated with one set of switching devices for necessitating successive operations of the switching devices of the several sets, and electro-responsive means associated with the first set of motors for permitting the actuation of the second set of switching devices only under predetermined circuit conditions.

19. In a system of control, the combination with a source of energy and a plurality of motor-driven units acting upon a common, load and adapted to be connected "for difien out speed combinations, of means for effecting successive transitions in the motor-circuit connections in the several driving units, and means for preventing the transition of connections of the second unit until the transition of connections of the first unit are made and predetermined circuit conditions established.

20. In a control system for electrically propelled vehicles, the combination with a plurality of sets of driving motors, severally adapted to be connected for different operating speed ran es and for acting upon a corn rnon load of means for effecting successive transitions of the connections of the several sets motors and for maintaining a constant driving efi'ort upon the load duri; 54' the transitions of the several motors.

In testimony whereof, I have hereunto subscribed my name this 30th day of Dec, 191%.

ARTHUR J. HALL.

Witnesses:

(l A. Conny, Bo B, HINES.

fiopies 01 this patent may be obtained for five cents each, by addressing the Commissioner of IEatents.

Washington, .D. G. 

